Internal combustion engine

ABSTRACT

This application discloses a novel internal combustion engine incorporating the advantageous features of two-cycle and fourcycle engines in a single simplified engine, and also discloses the novel engine in combination with a drive assembly for utilization of the engine in an automobile. A stationary vertical crankshaft and a cylinder block disposed for rotation about the crankshaft are disclosed. Cylinder sleeves disposed in the rotatable block assembly include intake and exhaust ports which are substantially diametrically opposed with the valve action being controlled by the position of the piston within the cylinder sleeve in combination with nonrotative upper and lower intake and exhaust control casings. Fuel as well as air for combustion and scavenging of the combustion chamber is provided through the use of a blower system cooperating with a rotating blower ring attached to the block assembly. The engine includes not only a combustion chamber associated with each piston but also a secondary burning chamber which is opened at a predetermined point in the travel of each piston so that an additional charge of oxygen is applied to the combustion chamber after the main combustion has taken place. Construction details of the complete engine, the novel power transfer assembly for driving a vehicle, and a fuel injection system are disclosed.

United States Patent 72] Inventor [54] INTERNAL COMBUSTION ENGINE 17Claims, 13 Drawing Figs.

[52] 11.8. CI 123/44 D, 123/44 C [51 I Int. Cl F02b 57/00 [50] Field ofSearch 123/44 C, '44 D, 44

[56] References Cited UNITED STATES PATENTS 981,995 1/1911 Godlove et a1123/44 1,019,222 3/1912 Cheeseman et al 123/44 1,061,923 5/1913 Pealer123/44 1,587,275 6/1926 Bean et al.. 123/44 1,623,296 4/1927 Augustine123/44 3,168,082 2/1965 De Villiers 123/44 FOREIGN PATENTS 566,94911/1923 France 123/44 C 123/44 C 325,265 9/1920 Germany PrimaryExaminer-Wendell E. Burns AttorneyChristensen, Sanborn & MatthewsABSTRACT: This application discloses a novel internal combustion engineincorporating the advantageous features of two-cycle and four-cycleengines in a single simplified engine, and also discloses the novelengine in combination with a drive assembly for utilization of theengine in an automobile. A stationary vertical crankshaft and a cylinderblock disposed for rotation about the crankshaft are disclosed. Cylindersleeves disposed in the rotatable block assembly include intake andexhaust ports which are substantially diametrically opposed with thevalve action being controlled by the position of the piston within thecylinder sleeve in combination with nonrotative upper and lower intakeand exhaust control casings. Fuel as well as air for combustion andscavenging of the combustion chamber is provided through the use of ablower system cooperating with a rotating blower ring attached to theblock assembly. The engine includes not only a combustion chamberassociated with each piston but also a secondary burning chamber whichis opened at a predetermined point in the travel of each piston so thatan additional charge of oxygen is applied to the combustion chamberafter the main combustion has taken place. Construction details of thecomplete engine, the novel power transfer assembly for driving avehicle, and a fuel injection system are disclosed.

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TONY R, VILLELLI? INVENTOR. TONY R. vmeun v INTERNAL COMBUSTION ENGINE-Since the advent of internal combustion engines a great deal of time,effort and money has been devoted to simplifying such engines and toimproving the efficiency thereof while reducing the weight for a givenpower output. Two-cycle enginesof the stationary crankshaft type arewell known in the art with most such engines utilizing oil carried bythe combustion mixture for lubricating the bearing assemblies throughthe use of an arrangement wherein the fuel traverses the crankcasebefore entering the combustion chambers. The wasteful nature of priorart two-cycle engines based on blower arrangements for clearing thecombustion chamber following each power cycle as well as the problemsassociated with fouling of spark plugs are so well known as to requireno further elaboration herein.

Four-cycle engines have met with far greater success in mostapplications, and particularly in the automotive industry, but have theinherent disadvantage of requiring two complete cycles of piston travelto obtain a single power stroke. The comparative advantages of thefour-cycle engine as contrasted to prior art two-cycle engines are alsowell known. Both types of engines are known to produce substantialvolumes of air contaminants as a result of the inefficient andincomplete burning of the initial fuel as well as through the productionof undesirable combustion by-products such as carbon monoxide. Theincreased concern about such air contamination and the desire of enginemanufacturers to provide engines having a high horsepower-to-weightratio has resulted in many engines being more complex. This isparticularly true in the area of carburetion and valve assemblies forthese engines together with the crankcase venting systems for burningthe combustion by-products which previously entered the engine crankcaseand then were permitted to escape to the atmosphere.

It is an object of the present invention to provide a simplifiedinternal combustion engine incorporating many of the advantageousfeatures of both two-cycle and four-cycle engines while simultaneouslyavoiding and eliminating some of the deficiencies of each of these twotypes of engines encountered in the prior art. Another object of thepresent invention is to provide a compact and greatly simplifiedinternal combustion engine.

Another object of the present invention is to provide a highly efficientinternal combustion engine whose combustion by-products include agreater proportion of carbon dioxide and a smaller proportion of carbonmonoxide than has been provided by prior art engines.

An additional object of the present invention is to provide a driveassembly for an automobile which utilizes a stationary verticalcrankshaft and having a rotating block assembly coupled with an outputtransmission arrangement for coupling power to the vehicle wheels.

Additional objects of the invention relate to specific improvedcomponents within the overall engine assembly which permit thefabrication and assembly of the engine using a relatively small numberof components which can be assembled or disassembled in a short time.

The above as well as additional objects and advantages of the inventionwill be more clearly understood from the following description when readwith reference to the accompanying drawings wherein,

FIG 1 is an elevation view of the novel engine disposed withinan-automobile and having a power transfer case and transmission assemblyillustrated in combination with the engine.

FIG. 2 is a perspective view of a preferred embodiment of the engine ofthe present invention.

FIG. 3 is a vertical sectional view of the novel engine.

FIG. 3A is an enlarged sectional view of one of the bearing and sealassemblies of FIG. 3.

FIG. 4 is an enlarged perspective view of a further embodiment of theintake manifold for the engine and including a carburetor housedtherein.

FIG. 5 is an enlarged isometric view showing major engine componentsseparated and partially cut away to illustrate construction details ofthe engine.

FIG. 6 is a further exploded isometric view of the lower components ofthe engine located beneath the apparatus illustrated in FIG. 5 togetherwith the power transfer case and drive shaft.

FIG. 7 is a horizontal sectional view looking down on the engine andillustrating various operating positions of the seven pistons.

FIG. 8 is a horizontal sectional view of one of the piston assembliesillustrating the location of the piston when intermediate two of thepositions illustrated in FIG. 7.

FIG. 9 is an enlarged vertical section through one of the 1 pistonassemblies illustrating the rebuming chamber associated with each of thecombustion chambers.

FIG. 10 is a vertical cross section of another embodiment of theinvention using a novel fuel injection system.

FIG. 10A is a horizontal section of a part of the apparatus of FIG. 10.

FIG. 10B is a horizontal section through one of the cylinders of theembodiment of FIG. 10 at the time when fuel injection is taking place.

Turning now to the drawings and in particular to FIGS. 1 and 2, theassembled engine 10 is illustrated as being mounted in the front end ofa vehicle 11 by means of the support brackets 12 bolted to the vehicleframe 13. The engine has a stationary crankshaft 15 (FIG. 3) which isrigidly bolted to the crankcase l6 and is further held against rotationby means of the splined shaft 17 which fits into a mating opening in thelower end of the crankshaft (FIGS. 3 and 6). The crankshaft has ahorizontal bore 19 therein (FIG. 6) through which the power output driveshaft 20 extends. The shaft 20 has a gear 21 secured thereto, the frontend of shaft 20 being supported for rotation by the bearing 22 in thefront wall of the crankcase 16 (FIG. 3) and the rear portion of theshaft is similarly supported by the bearing 23 in the rear wall of thecrankcase.

The front end of the shaft 22 is coupled with and drives the fuel pump24 and is geared to the distributor 25. Fuel line 26 (FIG. 2) carriesfuel to the pump 24 with line 27 extending from the high pressure sideof the pump to the injection nozzle 28 located inside the lower manifold29. The blower manifold 29 is bolted to the top plate 30 of the enginehousing 14, said top plate of the engine housing having a blowback valveassembly 31 located therein. The holes 30A in the plate 30 are theentrance openings for fuel and air to the cylinders, as will bedescribed hereinafter.

Electrical lead 33 extends from the distributor to the high voltage coil34 supported on the side of the housing with the output lead 35 from thecoil 34 extending to the ignition ring 36 shown in dashed lines in FIG.2 and explained in greater detail hereinafter. A plurality ofconventional drive belts 37 and 38 are shown in FIG. 2 as being engagedwith the drive pulley 39 which as seen in FIG. 5 and in FIG. 3 is boltedto the upper main bearing member 40. The upper main bearing supportmember 40 is bolted to the engine block assembly 41 and carries theroller bearing 42 on the outside thereof (see FIG. 3A) as well as theball bearing and race assembly 43 which is disposed around thecrankshaft (FIG. 3). As seen in FIGS. 3, 3A, and 5, the top plate 30 isbolted to the cylindrical housing member 14 with the member. 14 in turnbeing bolted to the lower support plate (FIGS. 3 and 6). The lowersupport plate 50 is in turn secured by bolts 51 to the upper flange 16Aof the crankcase 16.

The lower main bearing support member 52 is supported for rotationrelative to the lower main plate 50 by the lower ball bearing 53 and isadapted to rotate about the crankshaft 15 by means of the lower ballbearing assembly 54. Bolts 55 (FIG. 3) hold the lower main bearingsupport member 52 to the cylinder block 41 and thus it will be seen thatthe cylinder block 41 and all of the components rigidly secured theretoare free to rotate about the crankshaft 15 with the major weight of thecylinder block and associated components being borne by the bearings 53and 54. A pinion gear 57 bolted to the lower end of the lower mainbearing support member 52 is engaged with the gear 21 carried by theoutput shaft 20. Thus rotation of the cylinder block about the verticalaxis of the stationary crankshaft provides output torque via theuniversal joint 58 and drive shaft 59 to the transmission showngenerally at 60 in FIG. 1. A starter motor 61 is shown in FIG. 1 asbeing positioned on the bottom of the transmission 60 for selectivelyapplying starting torque to the engine. It will be obvious that varioustypes of starting arrangements can be provided for starting the engineby imparting initial rotational energy to the block assembly.

The preferred embodiment of the present invention makes use of apressurized oil system for lifting oil from the crankcase andapplyingthe same to the various components of the engine and thus in FIGS. 2 and6 an oil pump 65 is shown as being coupled with the front end of thepower output shaft 20. Oil line 66 extends from the pump to a fitting 67(FIG. 3) on the'lower portion of the crankshaft 15. The crankshaft 15 isprovided with a main central bore 15A which communicates via the bore 68with the fitting 67 so that pressurized oil is forced up through thecenter of the crankshaft for application to the bearing assemblies andother surfaces requiring lubrication.Thus it will be seen in FIG. 3 thatthe single main journal '70 on the crankshaft has a centralboretherethrough communicating with the central bore 15A so that oil isprovided via the openings 70A to the main bearing 71 disposed about thejournal 70. Various additional oil lines are provided, such as lines 76,77 and 78, for lubricating the main ball bearings, wrist pins, andcylinder walls. Many of the oil lines are formed by bores in the variousparts. A filler pipe 80 and dipstick 81 (FIG. 1) are provided on theside of the crankcase 16. The oil pump intake 65A will be seen in FIG. 3inside the crankcase.

. In the preferred embodiment of the invention illustrated herein aseven-cylinder engine is disclosed. Thus it will be seen in FIG. 5 thatthe cylinder block 41 includes seven individual radial cylinderassemblies 4lA-41G. Individual cylinder heads 90 arebolted to the endsof the cylinder assemblies with the head members 90 and the individualcylinder assemblies 4lA-41G being provided with a plurality of coolingfins. While the block assembly 41 could be made from a plurality ofindividual components, the main block 41 of one engine constructed inaccordance with the teachings of the present invention was asingle-piece aluminum casting machined in the manner indicated in FIG.5. Each cylinder assembly includes a single intake port opening 91 (seeassembly 41D of FIG. 5) on the upper surface thereof and three elongatedexhaust ports 92, 93 and 94 in the lower portion thereof.

Each of the radial bores in the cylinder block has a ported cylindersleeve 100 disposed therein (FIG. 6). Each cylinder sleeve 100 has threeexhaust ports 192, 193 and 194 disposed in the lower surface thereof foralignment with exhaust ports 92,93 and 94 in the cylinder block. Inapproximate circumferential alignment with the exhaust ports 192, 193and 194 the cylinder sleeves 100 are provided with a plurality ofelliptical intake ports 101. While the number of intake ports oropenings '10] is not critical it will be seen in FIG. 9 that thecylinder block is provided with an enlarged circumferential groove 102in each of the cylinder walls with the enlarged groove I02 being alignedwith the intake and exhaust openings [01 and l92l94 in the cylindersleeve I00. Thus when fuel is being applied to the cylinder,.as well asduring the application of air from the blower in the manner describedhereinafter, it will be seen from FIGS. 7 and 9 that the air and thefuel mixture is applied to the cylinder throughout the major portion ofthe circumference thereof and hence charging and scavenging of thecylinders is greatly enhanced. To further enhance charging andscavenging of the cylinders it will be seen that the intake andexhaustopenings 101 and 192-l94 in sleeves 100 are cut at an anglethrough the wall of the sleeve. As a result the fuel mixture as well asthe purging air is directed toward the head'end of the cylinders for amore thorough filling and cleansing of the cylinders,

Each cylinder sleeve has a piston I10 disposed therein (see FIG. 6).Connecting rods 111 and wrist pins 112 connect the pistons with thesingle journal 70 on the crankshaft via the main bearing hub l 13. Wristpins 114 will be seen in FIG. 6 for connecting the central ends ofconnecting rods 11] with the hub 113. The pistons are provided with theusual sealing and scraping ring assemblies.

A blower ring assembly 115 (FIG. 5) is bolted to the cylinder block onthe upper surface thereof and serves to ram the air available from theintake manifold housing 29 through opening 30A into the individualcylinders at the appropriate time. It will be seen that the blower ringincludes a horizontal ring section 115A having upstanding walls 116 and117 formed integrally therewith. Seven separate compartments 118 areprovided in the blower assembly with the separating walls 119 betweenadjacent compartments being angled in the manner shown in FIG. 5 so thatwhen the blower ring is rotated in a clockwise direction air will bescooped from within the manifold housing 29 and forced downwardlyagainst the cylinder block and hence into the cylinders. As seen in FIG.5, the holes 30A in top plate 30 (which remains stationary) extendaround approximately one half of the circumference of the top plate andare of decreasing area from each end of the line of holes to the center.By having the indicated graduation in the area of holes 30A it is foundthat better fuel distribution is obtained. The plate 30 is also providedwith a rectangular groove 30B which mates with the upstanding walls 1 16and 117 of the blower ring 1 15. A plurality of additional slotsindicated generally at 30C are provided in the lower surface of the topplate 30 for sealing rings to beinserted therein between the top plate30 and the upper main bearing support 40 as shown in F IG. 3.

The interior of the manifold 29 is constantly maintained under positiveair pressure from a blower which is coupled to the manifold housing 29via the air tube 120. As described hereinafter, the cylinder blockrotates in a clockwise direction with the fuel injection nozzle 28 beingpositioned generally above the last two holes 30A at the most clockwiseend ofthe series of holes 30A. Since the interior of the intake manifoldhousing 29 is constantly under positive pressure, it will be seen thatthere is little likelihood of any of the fuel from the injector nozzle28 flowing counterclockwise within the intake manifold. However, toavoid such a possibility an intake manifold divider 122 is disposed inalignment with the intake tube to effectively separate the-two halves ofthe intake manifold.

Each cylinder is provided with a spark plug with the plug wire extendingfrom the plug through a bore in the cylinder head and terminating viathe conductive pickup pin 132 (FIGS. 3 and 5) which extends above theinsulating ring 134 mounted on the top of each cylinder. The sevenconductive pins 133 are disposed at the same circumferential position sothat they will successively come into alignment with the conductiveignition ring 36 mounted by the insulating member 36A within the topplate 30. It will be seen that as the cylinder block rotates the pins136 and associated spark plug wires 131 will, together with the ignitionring 36, successively couple the spark'plugs with the distributor 25.The actual timing of the energization of the spark plugs is undercontrol of the distributor 25 and is adjustable in accordance withtechniques common in the art.

The bottom plate 50 (FIGS. 3 and 6) is provided with a plurality ofsealing grooves 50A which mate with the cylinder block to act as oilseals. A sealing ring assembly 50B is secured to the lower plate 50 tofurther seal the, opening between the cylinder block and the lower plate50. The sealing ring 50B is made of a metal bearing material so that itacts as a seal and as a bearing. An outer cylindrical seal 50C (FIG. 3)is also secured to the outer edge of the plate 50. For reasons explainedhereinafter, the plate 50 is provided with three exhaust openings 151,152 and 153. While not necessary for proper engine operation, the plate50 and associated sealing ring 50B can advantageously include theopenings 154 and 155 (FIG. 7). As seen in FIGS. 1 and 3 an exhaustmanifold 170 is bolted to the bottom of the plate 50 with the exhaustpipe 171 extending therefrom. The exhaust manifold 170 covers theexhaust ports 151, 152 and 153. As seen in FIG. 3 an adjustment plate174 can be placed between the plate 50 and the exhaust manifold, theplate-174 having an opening of reduced area by comparison to the area ofholes 151, 152 and 153. This permits an actual tuning of the exhaustcycle and control over the volume of gas dumped during exhaust.

The manner of operation of the engine will be most clearly understood byreference to FIGS. 7, 8 and 9. As seen in FIG. 7, the piston in cylinder41A is moving outwardly and has just passed a position of alignment withthe fuel nozzle 38 in the intake manifold 29. The exhaust ports 192, 193and 194 associated with cylinder 41A are shown in dotted lines in FIG.7, and it will be seen that the piston has just passed beyond the outerends of the exhaust ports. Since as seen in FIG. 3 the intake ports aresomewhat shorter in the axial direction than the exhaust ports, thepiston will also have passed beyond the ends of the intake ports. Justprior to the arrival of cylinder 41A to the position indicated in FIG. 7the chamber will have been charged with an air-fuel mixture. When thecylinder reaches the position corresponding to cylinder 418 in FIG. 7the spark plug associated with cylinder 41B is in electrical contactwith the ignition ring 36 via spark plug wire 131 and hence when thepiston reaches its position of outermost travel, corresponding tomaximum compression, the distributor will pro vide energy to the sparkplug causing the explosion to occur at the proper time. This occurs nearthe end of the time when the conductive pin 133 is engaged with thespark ring 36.

The piston in cylinder 41D is shown as approaching alignment with theouter ends of the exhaust ports as the piston moves inwardly due to theexpanding gases. The piston in cylinder 41E is shown as having arrivedat a position of alignment with the approximate midpoint of the exhaustports 192, 193, 194. It will be seen that cylinder 41E is also alignedwith the exhaust opening 151 in the lower engine plate 50 and thus is inthe exhaust cycle. At this time the air intake openings 30A beneath theintake manifold 29 are aligned with cylinder 415 and hence fresh air isapplied to the cylinders in positions 41E and 41F. The blower ring 115serves to ram the air under positive pressure into the cylinder. Theexhaust cycle and purging of the cylinder with fresh air continues asthe cylinder is aligned with exhaust openings 151, 152 and 153.

Cylinder 41G is shown in the position of having just completed theexhaust cycle since the last exhaust opening 153 in the lower plate 50has just been passed by the cylinder 41G. It will be seen that eventhough the piston in cylinder 41G 'is aligned with the exhaust ports inthe sleeve 100 the sleeve is not aligned with an exhaust opening in theplate 50 and hence the exhaust cycle has ended and the cylinder isapproaching the point of being charged with a fresh fuel supply. Thisoccurs as the cylinder is moving between the positions shown forcylinders 410 and 41A.

It is of particular significance to note that as the cylinder block istraversing the angle between the positions of cylinders 41D and 41E thepiston comes into a position of alignment with the exhaust ports 191,192 and 193 in the sleeve 100 and the associated exhaust ports 92, 93and 94 in the cylinder block before the exhaust ports 92, 93 and 94become aligned with the exhaust opening 151 in the lower plate 50. Thisposition of a piston and cylinder is illustrated in FIG. 8 wherein itwill be seen that the cylinder has not arrived at a position ofalignment with the exhaust opening 151 even though the piston has movedinwardly by an extent sufficient to bring the outermost end of thepiston in alignment with the exhaust ports 92, 93 and 94. As seen inFIG. 9, the cylinder wall is of a substantial thickness so that theexhaust ports 92, 93 and 94 in the cylinder wall define a secondaryburning and expansion chamber having a substantial volume. This volumeis charged with fresh air as the exhaust cycle takes place and fresh airpurges the cylinders. Then as the piston achieves the positionillustrated in FIG. 8 and while the combustion products are at theelevated temperature associated with the explosion, the exhaust portsare opened by the piston moving inwardly. The trapped air in the portsis then applied to the chamber. As a result a second combustion occursat a time when the major volume of expanding gases is confined withinthe cylinder and without being exposed to the exhaust opening 151. Thissecond burning tends to oxidize the carbon monoxide resulting from theinitial combustion so that a higher percentage of carbon dioxide andlower percentage of carbon monoxide results. A further result achievedwhen the piston reaches the position shown in FIG. 8 is that theincreased volume provided by the exhaust ports 92, 93 and 94 permits theexpansion of the exhaust gases to a very low pressure condition so thatwhen the exhaust ports become aligned with the exhaust opening 151little or not further expansion occurs. Since the engine utilizes ablower system for removing the exhaust gases it will be seen that theexhaust gases are not discharged via a compression cycle of the pistonas is common in four cycle engines, and thus the engine runs veryquietly.

An additional factor to be observed regarding the secondary burningcycle is that the intake ports 101 in sleeve are opened when the pistonis in the position shown in FIG. 8, which is prior to alignment ofexhaust ports 92, 93 and 94 with the exhaust opening 151 but after thepiston has opened the exhaust ports 92, 93 and 94. Therefore theexternal blower in combination with the blower ring rams additional airinto the now expanded combustion chamber (due to ports 92, 93 and 94being part of the combustion chamber at this time). As a result it isfound that the secondary burning cycle burns a major portion of the aircontaminants exhausted by prior art engines.

It will be seen that as the block rotates relative to the plate 50 fromthe position of cylinder 41A to position 41D the exhaust ports 92, 93and 94 pass over the openings and 154 in plate 50. These openings 155and 154 are not essential but can be used as oil scavenging openings.

Referring now to FIGS. 10 and 10A, a modified form of the engine of thepresent invention will be described, which embodiment utilizes a novelfuel injection system. Those components which are the same as thosepreviously described bear the same reference numeral. In the embodimentof FIG. 10 the stationary camshaft 215 differs from the previousembodiment in that the central opening 215A in the upper end thereof issplined for receipt of the splined shaft 401 which forms the lower endofa main fuel injector 402. The fuel injector 402 has upper seals 403and 404 disposed thereabout with the coil spring 405 exerting upwardpressure on the seals 403 and 404 so that the upper seal 403 engages theseal cover 406 which is bolted to the upper bearing support 240. Thelower end of the coil spring 405 rests on the enlarged collar 402A ofthe main fuel injector.

The lower end of the main fuel injector adjacent the midpoint of thesplined section 401 is similarly provided with seals 410 and 411. Seals410 and 411 are urged downwardly by the coil spring 412 into engagementwith the lower seal cover 413 bolted to the bottom of the upper bearingsupport 240.

The fuel injector 402 has a vertical bore 402B which undergoes a 90 turnand exits from the periphery of the central collar 402A. The outer end402C of the fuel channel 4028 is aligned with the fuel channel 420formed in the upper bearing support 240. This fuel channel 420 is shownas being formed by the drilling of a plurality of straight bores havingthe outer ends of the bores capped by cap plugs 421 so that the channel420 communicates with the channel 422 in the cylinder block 421. Thechannel 422 then extends to the fuel injector 423 positioned in thecylinder cap 390 adjacent the spark plug 330. As seen most clearly inthe sectional view of FIG. 10A, rotation of the cylinder block andbearing support 240 secured thereto causes the fuel channels 420 to besequentially aligned with the opening 402C of the fuel channel in themain fuel injector 402. Thus the fuel injectors 423 associated with theindividual cylinders of the engine will be sequentially provided withfuel under sufficient pressure and at the right time to cause the fuelinjectors 423 to be momentarily opened for spraying the fuel into thecylinder for the combustion cy-.

cle. As seen in FIGS. 10A and 10B the injection of the fuel takes placeat the same point in the engine cycle as described in connectionwithflFlG. 7 so that the combustion can then occur at a later time asthe piston is approaching its outermost position corresponding tomaximum compression of the airfuel mixture. By having the injector 402held in the end of the crankshaft by a spline arrangement the relativeposition of the injector in the shaft can be easily and accuratelyadjusted simply by removing the injector and reinserting it in thedesired angular position.

In the embodiment of FIG. 10 the spark plug 330 is provided with ahemispherical cap 330A which is aligned with the spark commutator ring236. The conductive ring 236 is mounted by the insulating member 236A inthe front wall 430 of the engine housing. It will be seen in theembodiment of FIG. 10 that the front portion of the engine housingincludes the solid wall 43 in the forward position for holding theconductive commutator ring 236, the housing further including the screenassemblies in the sidewalls thereof as shown in FIGS. 1 and 2. The coilwire 235 is connected to the commutator ring 236 for applying thenecessary high voltage thereto at theappropriate time during the cycleas determined by the distributor 25. It has been found in practice thatit is not necessary for the head 330A of the spark plug 330 tophysically contact the commutator ring 236 since the voltages involvedare sufficiently high to jump a small gap. Hence lubrication is notrequired and yet efficient engine operation is assured by having the cap330A in close proximity to the ring 236 as the cylinder block rotates. vI

The'fuel line 27 in FIG. 10 communicates with the fuel distributor 432which has an exit line 433 which goes to the connector 434- on thethrottle control valve assembly 435. A throttle control linkage 436controls the fuel flow through the valve assembly 435 to the line 437leading to the injector coupling member 438 screwed in the top of themain fuel injector 402. An adjustment member 438A is provided in themember 438 for adjusting the fuel flow. A line 439 leads from the valveassembly to the fuel tank. Thus fuel is continuously supplied by thefuel pump to the valve 435 and from there goes to the fuel injectors oris returned to the fuel tank. The system thus maintains a constantsupply of high pressure fuel to the main fuel injector 402 so that eachof the individual fuel injectors 423 will be sequentially operated forthe injection of fuel into the cylinders.

The structural details of the embodiment of the invention shown in FIG.10, such as the pistons, sleeves, bearings, gears,

supports, etc.will be seen to correspond to the first embodi-' ment ofFIGS. 1-9. While tapered roller bearings work well as the main bearingsit has been found that the arrangement using ball bearing assemblies 53and 42 works well. The plates 53A and42A are pressed onto the outer raceassemblies 53B and 428. There plates 42A and 53A are bolted respectivelyto the topplate 30 and to the bottom plate 50. The main bearing hubs 40and 52 are held to the cylinder block 41 by bolts 55. The inner races54Aand 43A of the bearings 54 and 43 are preferably heated prior to beingplaced on the main shaft so that they then seize onto the shaft. Theseal and bearing member 230D in FIG. 10 will be seen to be secured tothe top plate 230 with the blower manifold 229 being secured to the topplate 230. 1

There has been disclosed an improved internal combustion engine whichconsists of a small number of parts as compared to prior art engines andwhich can be assembled and disassembled in a relatively short time. Itis of significance to note that the engine consists essentially of a toplayer which is stationary (i.e. top plate 30), a central layer whichrotates (i.e. the cylinder block 41 and blower ring 115), and a lowerlayer comprising the bottom plate 50. The entire assembly is easilymounted on the stationary camshaft and coupled with any suitabletransmission assembly for providing power to an output drive shaft. Notonly does the engine operate economically while-avoiding the dischargeof the volume of noxious combustion by-products typically discharged byprior art engines, but also it is found that with the engine mounted inthe manner indicated the gyroscopic action associated with the largemass rotating in a horizontal plane provides increased stability for thevehicle. In one embodiment of the invention major components such as thecylinder block 41 were made from aluminum resulting in an engine havingan extremely high horsepower to weight ratio.

The embodiment of the invention shown in FIGS. 10, 10A and 108 has beenfound to work particularly well since the point of fuel injection duringthe engine cycle is easily adjusted simply by removal of the splinedshaft 401 from the upper end of the stationary camshaft 215 and thenreinserted after being rotated by one or more splines.

I have also found that a conventional carburetor can be utilized withthe engine and thus it will be seen in FIG. 4 that a small carburetor500 is mounted on the top plate 30 with the hose 501 communicating withthe air blower hose 120. In the embodiment of FIG. 4 the manifold cover529 is somewhat shortened due to the use of the carburetor assembly 500.A throttle linkage 530 serves to control the speed of the engine via theusual carburetor control.

What I claim is:

1. An internal combustion engine comprising in combination: a firstplate having air-intake opening means therein; a second plate having atleast one exhaust opening therein; a crankshaft; means interconnectingsaid plates and said crankshaft and holding the same against relativemovement; cylinder block means having means defining a plurality ofcombustion chambers extending radially outward from a common point, eachof said combustion chambers having means defining at least oneair-intake opening in the circumference thereof aligned radially withthe said air-intake opening means of said first plate and at least oneexhaust opening in the circumference thereof aligned radially with thesaid exhaust opening in said second plate; means supporting said blockmeans between said plates for rotation relative to said crankshaft; anda plurality of pistons each disposed in one of said combustion chambersand each having connecting rod means associated therewith and connectedto said crankshaft, each of said pistons in moving from one end of theassociated combustion chamber to the other during rotation of the blockcovering and uncovering the intake and exhaust openings in the chamberwall, said second plate being positioned relative to said block suchthat each piston uncovers the associated exhaust opening in the cylinderblock before the cylinder block exhaust opening becomes aligned with anexhaust opening in said second plate.

2. The apparatus defined in claim 1 including blower means secured tosaid block means and aligned for rotation adjacent said first plate andradially aligned with said air intake openings of said first plate andof said combustion chambers.

3. Apparatus as defined in claim 1 wherein said second plate includes aplurality of exhaust openings therein.

4. The apparatus defined in claim 1' wherein said block means has acircumferential groove disposed around at least a portion of thecircumference of each of said combustion chambers starting from an areaof radial alignment with the said air intake opening means of said firstplate means, and each of said combustion chambers includes a sleevemember having a plurality of air intake openings disposed in alignmentwith said groove.

5. The apparatus of claim 1 wherein the said intake and exhaust openingsof each of said chambers are at least partially disposed in oppositesidewalls of the chamber and radially aligned to permit through-flow ofair during the exhaust cycle.

6. The apparatus of claim 1 wherein saidmeans defining said combustionchambers comprises a cast block portion having diametrically opposedintake and exhaust openings therein, and a sleeve member secured in eachsaid portion with each sleeve member having diametrically opposed intakeand exhaust openings.

7. The apparatus of claim 1 including a main beveled drive gear disposedabout said crankshaft, means holding said gear to said block forrotation therewith and a second beveled gear meshed with said first gearand lying in a plane substantially parallel to the axis of saidcrankshaft.

8. The apparatus of claim 1 including fuel input means for providing amixture of air and fuel to said chambers through at least one opening insaid first plate.

9. The apparatus of claim 8 including an intake cover secured to saidfirst plate and disposed over the said intake openings thereof, andmeans supplying air under pressure to the interior of said cover.

10. The apparatus of claim 1 including fuel injection means coupled witheach of said cylinders and operative to supply pressurized fuel to theinterior of each chamber at a selected time during rotation of saidblock means, said fuel injection means including individual controlvalve assemblies associated with each of said chambers and each having afuel line connected thereto and extending to a point adjacent saidcrankshaft, and fuel distributor means secured to said crankshaft andhaving an opening therein which is sequentially aligned with said fuellines as said block means rotates, said fuel distributor means includingan elongated member having a splined end, a fuel line extendinglongitudinally to an interior point of the member, and a radial fuelline terminating in an open end which is sequentially aligned with theends of the said fuel lines connected to said control valves; andwherein one end of said crankshaft has a splined opening for receivingthe splined end of said elongated member.

11. The apparatus of claim 1 including a plurality of electricallyactuated ignition devices each having a portion extending inside one ofsaid chambers and including conductive terminal means for receiving anelectric signal, and means defining a conductive ignition ringmaintained stationary relative to said first plate near the outer edgethereof and sequentially engageable with said terminal means as saidblock means rotates relative to said first plate.

12. The apparatus of claim 11 wherein said ignition devices comprisespark plugs having an end member extending radially outward from saidblock means, and said conductive ignition ring is secured to meansinterconnecting said plates.

13. The apparatus of claim 11 wherein said conductive ring is secured tosaid first plate.

14. The apparatus of claim 1 including a thin walled substantially flatbearing and sealing member secured to said bottom plate, said bearingand sealing member and said block means having mated upstanding anddepressed portions which are mutually reentrant to form a seal extendingaround a circumference on said plate.

15. The apparatus of claim 1 including a blower ring secured to saidblock means below said first plate, said blower ring including aplurality of individual compartments each having open tops and bottomsand angled leading and trailing end walls.

16. The apparatus of claim 15 wherein said blower ring has a number ofsaid compartments corresponding to the number of combustion chambers inthe engine.

17. An internal combustion engine comprising in combination: a firstplate having air-intake opening means therein; a second plate having atleast one exhaust opening therein; a crankshaft; means interconnectingsaid plates and said crankshaft and holding the same against relativemovement; cylinder block means having means defining a plurality ofcombustion chambers extending radially outward from a common point, eachof said combustion chambers having means defining at least oneair-intake opening in the circumference thereof aligned radially withthe said air-intake opening means of said first plate and at least oneexhaust opening in the circumference thereof aligned radially with thesaid exhaust opening in said second plate; means supporting said blockmeans between said plates for rotation relative to said crankshaft;blower means secured to said block means and aligned for rotationadacent said first plate and radially aligned with said air-inta eopenings of said first plate and of said combustion chambers; and aplurality of pistons each disposed in one of said combustion chambersand each having connecting rod means associated therewith and connectedto said crankshaft.

1. An internal combustion engine comprising in combination: a firstplate having air-intake opening means therein; a second plate having atleast one exhaust opening therein; a crankshaft; means interconnectingsaid plates and said crankshaft and holding the same against relativemovement; cylinder block means having means defining a plurality ofcombustion chambers extending radially outward from a common point, eachof said combustion chambers having means defining at least oneair-intake opening in the circumference thereof aligned radially withthe said airintake opening means of said first plate and at least oneexhaust opening in the circumference thereof aligned radially with thesaid exhaust opening in said second plate; means supporting said blockmeans between said plates for rotation relative to said crankshaft; anda plurality of pistons each disposed in one of said combustion chambersand each having connecting rod means associated therewith and connectedto said crankshaft, each of said pistons in moving from one end of theassociated combustion chamber to the other during rotation of the blockcovering and uncovering the intake and exhaust openings in the chamberwall, said second plate being positioned relative to said block suchthat each piston uncovers the associated exhaust opening in the cylinderblock before the cylinder block exhaust opening becomes aligned with anexhaust opening in said second plate.
 2. The apparatus defined in claim1 including blower means secured to said block means and aligned forrotation adjacent said first plate and radially aligned with said airintake openings of said first plate and of said combustion chambers. 3.Apparatus as defined in claim 1 wherein said second plate includes aplurality of exhaust openings therein.
 4. The apparatus defined in claim1 wherein said block means has a circumferential groove disposed aroundat least a portion of the circumference of each of said combustionchambers starting from an area of radial alignment with the said airintake opening means of said first plate means, and each of saidcombustion chambers includes a sleeve member having a plurality of airintake openings disposed in alignment with said groove.
 5. The apparatusof claim 1 wherein the said intake and exhaust openings of each of saidchambers are at least partially disposed in opposite sidewalls of thechamber and radially aligned to permit through-flow of air during theexhaust cycle.
 6. The apparatus of claim 1 wherein said means definingsaid combustion chambers comprises a cast block portion havingdiametrically opposed intake and exhaust openings therein, and a sleevemembeR secured in each said portion with each sleeve member havingdiametrically opposed intake and exhaust openings.
 7. The apparatus ofclaim 1 including a main beveled drive gear disposed about saidcrankshaft, means holding said gear to said block for rotation therewithand a second beveled gear meshed with said first gear and lying in aplane substantially parallel to the axis of said crankshaft.
 8. Theapparatus of claim 1 including fuel input means for providing a mixtureof air and fuel to said chambers through at least one opening in saidfirst plate.
 9. The apparatus of claim 8 including an intake coversecured to said first plate and disposed over the said intake openingsthereof, and means supplying air under pressure to the interior of saidcover.
 10. The apparatus of claim 1 including fuel injection meanscoupled with each of said cylinders and operative to supply pressurizedfuel to the interior of each chamber at a selected time during rotationof said block means, said fuel injection means including individualcontrol valve assemblies associated with each of said chambers and eachhaving a fuel line connected thereto and extending to a point adjacentsaid crankshaft, and fuel distributor means secured to said crankshaftand having an opening therein which is sequentially aligned with saidfuel lines as said block means rotates, said fuel distributor meansincluding an elongated member having a splined end, a fuel lineextending longitudinally to an interior point of the member, and aradial fuel line terminating in an open end which is sequentiallyaligned with the ends of the said fuel lines connected to said controlvalves; and wherein one end of said crankshaft has a splined opening forreceiving the splined end of said elongated member.
 11. The apparatus ofclaim 1 including a plurality of electrically actuated ignition deviceseach having a portion extending inside one of said chambers andincluding conductive terminal means for receiving an electric signal,and means defining a conductive ignition ring maintained stationaryrelative to said first plate near the outer edge thereof andsequentially engageable with said terminal means as said block meansrotates relative to said first plate.
 12. The apparatus of claim 11wherein said ignition devices comprise spark plugs having an end memberextending radially outward from said block means, and said conductiveignition ring is secured to means interconnecting said plates.
 13. Theapparatus of claim 11 wherein said conductive ring is secured to saidfirst plate.
 14. The apparatus of claim 1 including a thin walledsubstantially flat bearing and sealing member secured to said bottomplate, said bearing and sealing member and said block means having matedupstanding and depressed portions which are mutually reentrant to form aseal extending around a circumference on said plate.
 15. The apparatusof claim 1 including a blower ring secured to said block means belowsaid first plate, said blower ring including a plurality of individualcompartments each having open tops and bottoms and angled leading andtrailing end walls.
 16. The apparatus of claim 15 wherein said blowerring has a number of said compartments corresponding to the number ofcombustion chambers in the engine.
 17. An internal combustion enginecomprising in combination: a first plate having air-intake opening meanstherein; a second plate having at least one exhaust opening therein; acrankshaft; means interconnecting said plates and said crankshaft andholding the same against relative movement; cylinder block means havingmeans defining a plurality of combustion chambers extending radiallyoutward from a common point, each of said combustion chambers havingmeans defining at least one air-intake opening in the circumferencethereof aligned radially with the said air-intake opening means of saidfirst plate and at least one exhaust opening in the circumferencethereof aligned radially with the said exhaust opening In said secondplate; means supporting said block means between said plates forrotation relative to said crankshaft; blower means secured to said blockmeans and aligned for rotation adjacent said first plate and radiallyaligned with said air-intake openings of said first plate and of saidcombustion chambers; and a plurality of pistons each disposed in one ofsaid combustion chambers and each having connecting rod means associatedtherewith and connected to said crankshaft.